EP1162349B1 - Apparatus and method for controlling electromagnetically operable engine valve assembly - Google Patents

Apparatus and method for controlling electromagnetically operable engine valve assembly Download PDF

Info

Publication number
EP1162349B1
EP1162349B1 EP01113427A EP01113427A EP1162349B1 EP 1162349 B1 EP1162349 B1 EP 1162349B1 EP 01113427 A EP01113427 A EP 01113427A EP 01113427 A EP01113427 A EP 01113427A EP 1162349 B1 EP1162349 B1 EP 1162349B1
Authority
EP
European Patent Office
Prior art keywords
movable element
feedback control
initialization
control
control gain
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP01113427A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1162349A3 (en
EP1162349A2 (en
Inventor
Seigo Komatsu
Ikuhiro Taniguchi
Taketoshi Kawabe
Shigeru Nakajima
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of EP1162349A2 publication Critical patent/EP1162349A2/en
Publication of EP1162349A3 publication Critical patent/EP1162349A3/en
Application granted granted Critical
Publication of EP1162349B1 publication Critical patent/EP1162349B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1422—Variable gain or coefficients
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2037—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit for preventing bouncing of the valve needle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to an electromagnetically operable engine valve assembly for an internal combustion engine according to the preamble part of the independent claims 1 and 17, and to a method applicable to the electromagnetically operable engine valve assembly according to the preamble part of the independent claim 18.
  • the resonance in the oscillation system is induced, the movable element rested is gradually oscillated widely (an amplitude of the oscillation is gradually increased) so that the movable element can be moved to the initial position.
  • JP-9-195736 published on July 29, 1997 and JP-10-288014 published on October 27, 1998 exemplify the initialization control described above.
  • the resonance initialization is not only disadvantageous under the engine low temperature region but also may cause the movable element to be landed onto the one of the pair of electromagnets which is energized to attract the movable element at a high velocity since an electro-magnetic force acted upon the movable section becomes excessive when a large current is, at the first time, supplied to the attracted side electromagnet if the resonance initialization is tried to be executed even under the low temperature region.
  • Such a violent collision of the movable element against the corresponding electromagnet is a problem to be avoided from the standpoint of vibration, noise, and durability of the movable element and valve body.
  • a highly accurate control of the landing velocity can be achieved by using a model constant (for example, mass, friction, and spring constant) related to the electromagnetically operable engine valve which is a controlled system.
  • a model constant for example, mass, friction, and spring constant
  • an objective of the present invention to improve an electromagnetically operable engine valve assembly and a method applicable thereto as indicated above so as to be capable of executing the initialization control which can stably suppress the collision of the movable element against each or one of the pair of electromagnets and can reduce the power consumption as low as possible under the low temperature region which would make it difficult to execute a favorable resonance initialization due to the increase in the viscosity resistance.
  • an electromagnetically operable engine valve assembly for an internal combustion engine, comprising a movable element; a spring element to bias the movable element at a neutral position; an electromagnet unit faced against the movable element; a control apparatus to control a current supplied to the electromagnet unit to drive the movable element so as to regulate a displacement of a valve body associated with the movable element, the control apparatus comprising an initialization control section and a position detector enabled to detect a position of the movable element with respect to the electromagnet unit, wherein the initialization control section executes an initialization control such that the current is continuously supplied to the electromagnet unit to move the movable element rested at the neutral position to an initial position, and wherein means are provided for a repetition of the execution of continuous current supply controls with interruption of the continuous current supply between each of them, only the last one of which being suitable for bringing the moveable element in the initial position, wherein the control apparatus further comprises a first current supply control section that perform
  • an electromagnetically operable engine valve assembly for an internal combustion engine comprising a movable element; a pair of springs to bias the movable element at a neutral position; a pair of electromagnets, each electromagnet being faced against the movable element; a control apparatus to control a current supplied to one of the pair of electromagnets to drive the movable element so as to regulate a displacement of a valve body associated with the movable element, the control apparatus comprising an initialization control section and a position detector enabled to detect a position of the movable element with respect to one of the pair of electromagnets; wherein the initialization control section executes an initialization control such that the current is continuously supplied to one of the pair of electromagnets to move the movable element rested at the neutral position to an initial position; and wherein means are provided for a repetition of the execution of continuous current supply controls with interruption of the continuous current supply between each of them, only the last one of which being suitable for bringing the move
  • the objective is further solved according to still another aspect of the present invention by a method applicable to an electromagnetically operable engine valve assembly in an internal combustion engine, the electromagnetically operable engine valve assembly comprising a movable element; a spring element to bias the movable element at a neutral position; an electromagnet unit faced against the movable element; and a control apparatus to control a current supplied to the electromagnet unit to drive the movable element so as to regulate a displacement of a valve body associated with the movable element, and the method comprising executing an initialization control such that the current is continuously supplied to the electromagnet unit to move the movable element rested at the neutral position to an initial position; repeating the execution of continuous current supply controls with interruption of the continuous current supply between each of them; bringing the moveable element in the initial position by only the last one of the continuous current supply controls; and detecting a position of the movable element with respect to the electromagnet unit, wherein there are provided performing a feedback control of the current supplied to the electromagnet unit during the execution
  • Fig. 1A is a schematic circuit block diagram of a control apparatus for an electromagnetically operable engine valve in a preferred embodiment according to the present invention.
  • Fig. 1B is a schematic block diagram of acontroller shown in Fig. 1A.
  • Fig. 2 is an operational flowchart representing a current supply control routine at a time of engine start executed in the control apparatus shown in Fig. 1A.
  • Fig. 3 is a schematic control block diagram of the control apparatus shown in Fig. 1A.
  • Fig. 4 is an operational flowchart representing an example of an initialization routine at a time of engine low temperature executed in the control apparatus.
  • Fig. 5 is a diagram representing trajectories of a movable element as a result of execution of an example of the initialization routine at the time of engine low temperature shown in Fig. 4.
  • Fig. 6 is a diagram representing trajectories of the movable element as a result of execution of another example of the initialization routine at the time of engine low temperature than that shown in Fig. 4.
  • Fig. 7 is a diagram representing trajectories of the movable element as a result of execution of the initialization routine at the time of engine low temperature in the case of a still another example of the initialization routine than that shown in Fig. 4.
  • Fig. 8 is a diagram representing trajectories of the movable element as a result of execution of the initialization routine at the time of engine low temperature in the case of a further another example of the initialization routine than that shown in Fig. 4.
  • Fig. 9 is an operational flowchart of a current supply control routine at a time of normal engine drive executed by the control apparatus for the electromagnetically operable engine valve in the preferred embodiment shown in Fig. 1A.
  • Fig. 10 is an operational flowchart representing one example of a landing control routine at the time of a normal (ordinary) engine drive.
  • Fig. 1A is a schematic circuit block diagram of a control apparatus for an electromagnetically operable engine valve in a preferred embodiment according to the present invention.
  • the control apparatus for the electromagnetically operable engine valve in the preferred embodiment shown in Fig. 1A is applicable to intake valve and/or exhaust valve of an internal combustion engine.
  • a port 2 communicated with an intake air passage or exhaust passage of the engine is formed on a cylinder head 1 attached on an upper part of a cylinder block. It is noted that in Fig. 1A, only a single port is shown.
  • a valve body 3 of the electromagnetically operable engine valve as a controlled system is disposed in port 2 to constitute the intake valve or exhaust valve of the engine.
  • Valve body 3 is slidably held within cylinder head 1 and guided vertically within cylinder head 1.
  • a retainer 4 is fixed on an upper end of an axle portion of valve body 3.
  • a spring 5 is intervened between a housing wall portion 100 faced against retainer 4 and a valve open direction of port 2 to bias valve body 3 to a valve closure direction.
  • a lower end of a guide axle member 7 to which a plate-like member 6 (hereinafter, referred to as a movable element) made of a soft magnetic property material is integrally attached is brought in contact with an upper end of the axle part of valve body 3.
  • a retainer 8 is fixed on an upper part of the guide axle member 7.
  • Another spring 9 extended between the housing wall portion 100 faced against the port 2 and retainer 8. Consequently, movable element 6 is biased at a valve open direction and, therefore, valve body 3 is biased toward the valve open direction.
  • valve body 3 and movable element 6 are integrally movable and movable element 6 , in the integrated state with the valve body 3, is biased toward a neutral position.
  • the neutral position is defined as an intermediate position between valve full open and full closure positions. It is noted that the axle portion of valve body 3 and guide axle member 7 are not limited to be separate from each other but may be continuing member.
  • valve opening and valve closure electromagnets 10 and 11 are disposed in valve housing 100 against movable element 6 with a predetermined interval of space.
  • Guide axle member 7 is supportably inserted into a guide hole penetrated through valve open and closure electromagnets 10 and 11 so as to be enabled to make a smooth movement along the guide hole. Then, it is preferable that the neutral position of the movable element is set at an approximately center position between valve open electromagnet 10 and valve closure electromagnet 11.
  • a position sensor 31 to measure a position of movable element 6 is disposed and the position information from the position sensor 31 is outputted to a controller 21.
  • the position sensor 31 is constituted by a laser displacement meter in the preferred embodiment and can be disposed within housing 100. AHall effect device or eddy current sensor may be used as the position sensor. In these alternative cases, such a device as described above may be disposed on upper end of guide axle member 7 to indirectly measure the position of movable element 6 via the guide axle member 7.
  • the controller 21 has functions as control gain switching section, a first current supply control section, and a second current supply control section. Controller 21 outputs a power supply command to a drive circuitry 23 for one of valve open and valve closure electromagnets 10 and 11 which is the object to be driven during an engine start and outputs the power supply command to the drive circuit on the basis of a valve open or valve closure command issued from an engine controller 22 during a normal engine drive.
  • the drive circuitry 23 supplies a current to one of valve open and closure electromagnets 10 and 11 which is to be driven from a power supply (not shown) in response to the power supply command.
  • a temperature sensor 32 outputs a temperature indicative signal to controller 21.
  • Temperature sensor 32 can detect a temperature of an engine lubricating oil or that corresponding to the lubricating oil. In the preferred embodiment, the temperature sensor 32 detects an engine coolant temperature Tw as the temperature corresponding to the engine lubricating oil.
  • Controller 21 furthermore receives a power supply current i to each of valve open and closure electromagnets 10 and 11 from drive circuitry 23.
  • controller 21 includes a microcomputer generally having a CPU 21a (Central Processing Unit), a ROM 21b (Read Only Memory), a RAM 21c (Read Only Memory), Input Port 21d, an Output Port 21e, a common bus.
  • CPU 21a Central Processing Unit
  • ROM 21b Read Only Memory
  • RAM 21c Read Only Memory
  • Input Port 21d Input Port 21d
  • Output Port 21e a common bus.
  • movable element 6 is biased at a neutral position by means of the pair of upper and lower springs 5 and 9 and sizes and spring constants of these springs 5 and 9 are designed so that movable element 6 is rested on an approximately center of these electromagnets with a power supply turned off state to both of valve open and closure electromagnets 10 and 11.
  • an engine start purpose current supply control is carried out for a predetermined electromagnet (either of valve open or valve closure electromagnet 10 or 11) to be driven so that the movable element 6 rested on a neutral position is driven to move. Then, movable element 6 is positioned at a predetermined initial position (in the preferred embodiment, a landed position of the valve closure electromagnet 11) to initialize the position of movable element 6. At this time, movable element 6 is initialized and its state is maintained until the engine start is completed.
  • a predetermined electromagnet either of valve open or valve closure electromagnet 10 or 11
  • Fig. 2 shows an operational flowchart representing the control contents by controller 21 at the time of engine start. According to the current supply control based on the flowchart, the above-described initialization can be achieved. Hereinafter, the operational flowchart shown in Fig. 2 will be described below.
  • controller 21 reads the coolant temperature Tw.
  • controller 21 determines whether the read temperature Tw is equal to or below a predetermined value To to select the control contents of the initialization.
  • the controller 21 determines that the read temperature Tw is equal to or below a predetermined value To (Tw ⁇ To), the routine goes to S3 to select the low temperature initialization. If No (Tw > To) at S2, the routine goes to a S4 at which the resonance initialization is carried out.
  • the predetermined value To is a value representing a boundary between an ordinary temperature region and a low temperature region and, for example,-10 °C although the value is dependent on a kind (quality) of the used lubricating oil.
  • controller 21 selects the resonance initialization at S4, each of valve open and closure electromagnets 10 and 11 receives alternatingly the current supply at a period corresponding to a specific oscillation frequency of a spring mass oscillation system constituted by a movable section including the springs 5 and 9, valve body 3, and guide axle member 7. Therefore, the resonance of this oscillation system is induced, an amplitude of movable element 6 is gradually increased, and the movable element 6 can soon be reached to the initial position.
  • controller 21 selects the low temperature purpose initialization at S3.
  • the alternative current supplying method is not carried out but a continuous current supply to valve closure electromagnet 11 is carried out.
  • the friction becomes large so that a considerable electro-magnetic force is required to drive movable element 6 rested. Then, if after movable element 6 started to be moved and a constant quantity of current is supplied, movable element 6 is gradually accelerated and may violently collide against valve closure electromagnet 11.
  • valve closing electromagnet 11 is feedback controlled as a control gain G1 on the basis of position information from position sensor 31 (refer to Fig. 3).
  • controller 21 sets the control gain G1 (feedback control gain).
  • the control gain G1 is, at the first time, set to an initial value G1 1 which is relatively small.
  • the current supply current flowing through valve closure electromagnet 11 is feedback controlled through the control gain G1 1 on the basis of the contents of the subsequent steps.
  • controller 21 read a position z of movable element 6.
  • controller 21 calculates a target position z t of movable element 6.
  • the target position z t can arbitrarily be set as a function based on an elapse time t after the start of current supply. For example, a variation rate of target position z t is gradually reduced from an appropriate timing after the power supply start. Consequently, the deceleration of movable element is achieved to suppress the collision of movable element 6 against valve closure electromagnet 11.
  • controller 21 adds a feedback correction current formed by a multiplication of the control gain G1 with a deviation of (z t - z) between target position z t of movable element 6 and actual position z to an actual current I to device a target current i* to be supplied to valve closure electromagnet 11.
  • controller 21 controls drive circuitry 23 to supply target current i* to the corresponding electromagnet 10 or 11. Consequently, a counter electromotive force is generated on the corresponding electromagnet 10 or 11 along with a movement of movable electrode 6 to determine a current to be actually supplied to this electromagnet.
  • An attracting force f of the corresponding electromagnet is acted upon movable element 6 in accordance with the actual current and position z of movable element 6 and movable element 6 is driven toward initial position against the spring force of the springs 5 and 9.
  • S 12 through S15 correspond to first current supply control section.
  • controller 21 determines if a reverse return of movable element 6 to the neutral position is detected. This step serves to detect a state in which since the control gain G1 set at S11 is so small that a sufficient electromagnetic force to follow the target position z t and elasticity of both springs 5 and 9 causes movable element 6 to return to the neutral position direction. Hence, for example, with velocity v of movable element 6 derived and the reverse turn is detected when the velocity v indicates a negative value with respect to the forwarding direction. Such a reverse turn detection of movable element 6 as described above can detect a failure in the initialization control. Hence, S16 can constitute determining section to determine if the initialization has succeeded.
  • the routine goes to S18.
  • controller 21 determines whether movable element 6 has reached to the initial position and the landing is completed. If movable element 6 is in a midway through stroke, the routine returns to S12 to continue the initialization control process using the same control gain G1. If the landing is completed (Yes) at S18, the present routine shown in Fig. 4 is returned and its state is maintained until the engine start is completed.
  • Fig. 5 shows trajectories of movable element 6 when the above described current supply control routine during the engine low temperature is executed.
  • the control gain G1 is, in accordance with the above equation (1), augmented by a constant quantity for each execution of the initialization control from the initial value G1 1 which is relatively small value.
  • a peak point P1 n (substantially equal to the reverse turn point described above) of the displacement of movable member 6 approaches gradually to the initial position from the peak point P11 in the case where the control gain G11 is executed at the first time as the number of times the initialization is executed are increased.
  • movable element 6 is landed onto the corresponding electromagnet upon an elapse of a time t1 6 from a time at which the start of power supply is executed so that the initialization has been achieved.
  • the initialization upon the start of engine can be achieved for an appropriate time duration.
  • the control gain G1 may be set at a different variation rate for each execution of the initialization control.
  • the control gain G1 can be set in accordance with an un-arrival distance d n-1 to the initial position of movable element 6 which is caused by the previously executed initialization control.
  • Fig. 6 shows the trajectory of movable element 6 in accordance with the above equation (2).
  • Movable element 6 returned with the un-arrival distance d 1 left by means of the initialization control at the control gain G1 1 which is relatively small arrives at the close proximity to the initial position in accordance with the control gain G1 2 set in accordance with the above described rule described in the equation (2) (for convenient purpose, the trajectories by the second through fifth number of times the execution of initialization is carried out are not shown in Fig. 6).
  • the sixth number of executions movable element 6 is landed after the elapse of time t2 6 from the time at which the power supply is started.
  • the control gain G1 may be switched to the value based on the number of times the initialization controls have been executed.
  • the control gain G1 may be a value which accords with the magnitude of a square root based on the number of executions n (namely, f(n)).
  • f(n) the number of executions n
  • control gain G1 is set to a relatively large value at an earlier stage and is converged into a constant maximum value whenever the number of times the executions n have been increased.
  • movable element 6 can reach to the proximity to the initial position from the first time execution (peak point P3 1 ) and, from the peak point P3 1 , movable element 6 can gradually be converged into the initial position.
  • Fig. 7 indicates that the initialization has been completed according to the sixth-number execution.
  • a constant ⁇ and function f(n) are approximated, it is possible to achieve the initialization at a less number of executions. If the number of times the executions of initializations are set to be constant, amore smooth landing of movable element 6 can finally be achieved.
  • control gain G1 may be a value which accords with a magnitude of a logarithm on a value (namely, g(n)) based on the number of times executions of initializations are carried out.
  • g (n) n + 1
  • control gain G1 is set to a relatively large value at an earlier stage. Whenever the number of times the executions of initializations n are increased, the control gain G1 is converged into the constant maximum value. Consequently, to make constant and function g(n) more appropriate, the number of times the executions of initializations are carried out can be reduced and the smooth landing of movable element 6 can be achieved.
  • the initialization can be completed and, when the engine start is completed, the engine is transferred to the normal engine drive.
  • Fig. 9 shows an operational flowchart representing the control contents by controller 21 during the normal engine drive.
  • the power supply control based on the flowchart of Fig. 9 drives the intake valve or the exhaust valve so that a gas exchange can favorably be achieved.
  • the detailed explanation of the flowchart shown in Fig. 9 will be hereinafter made.
  • controller 21 reads valve open or valve closure command on the intake or exhaust valve from the engine controller 22.
  • controller 21 determines whether the read command indicates the valve open command. If Yes (valve open command) at S22, the routine of Fig. 9 goes to S23. If No (not valve open command) at S22, the routine jumps to S25.
  • controller 21 turns off the power supply to valve closure electromagnet 11.
  • movable element 6 displaces in the lower direction as viewed from Fig. 1A due to the elasticity of both springs 5 and 9, an energy loss is developed due to an effect of the friction on the oscillation system during the stroke of movable element. Therefore, at S24, controller 21 supplies the power to valve open electromagnet 10 in a midway through the stroke so as to assist energizing a motion of movable element 6 by means of electro-magnetic force. If the supplied current is maintained constant, movable element 6 is accelerated as movable element approaches to the attracted side electromagnet and these elements of movable element 6 and the attracted side electromagnet may collide against each other. Hence, the deceleration of movable element 6 is carried out before movable element 6 lands onto the attracted side electromagnet. To achieve this object, the feedback control utilizing the positional information related to movable element 6 can be applied.
  • Fig. 10 shows a detailed operational flowchart at S24 shown in Fig. 9.
  • controller 21 reads the coolant temperature Tw.
  • controller 21 determines whether the read coolant temperature Tw is equal to or below a predetermined value T1 (for example, - 10°C), namely, whether the engine is presently within a low temperature region.
  • a predetermined value T1 for example, - 10°C
  • the predetermined value T1 is set to be equal to the predetermined value To described above, the present invention is not limited to this condition but the predetermined value T1 may be set to another more appropriate value.
  • the routine goes to S33.
  • controller 21 sets control gain G2 to G1 by which the initialization control has succeeded (G1 6 in the case of Fig. 6).
  • the routine jumps to S34 at which control gain G2 is set to a value prepared for an ordinary temperature application.
  • controller 21 determines whether the read command is the valve closure command. If controller 21 determines that the read command is the valve closure command, the routine goes to SS26. If No at S25, the present routine shown in Fig. 9 is returned. At S26, controller 21 turns off the power supply to valve open electromagnet 10. At S26, controller 21 turns off the power supply to valve open electromagnet 10. At S27, the same control as that at S24 (specifically, S31 through S37) are carried out for valve closure electromagnet 11.
  • S34 through S37 correspond to a second current supply control section.
  • the power supply current is feedback controlled and the setting of the excessively large control gain G1 can be avoided.
  • movable element 6 can be driven by the appropriate electro-magnetic force. As movable element 6 becomes approached to the attracted side electromagnet, the deceleration of movable element can be carried out. Therefore, the stable initialization even under the low temperature region can be achieved and the power consumption can be suppressed at minimum.
  • control gain G1 when the initialization has succeeded is set continuously until the engine temperature becomes ordinary temperature, a reliable control gain G2 can effectively be carried out and the control apparatus for the electromagnetically operable engine valve can contribute to the minimization of the reductions of noise and power consumption.
  • each of the pair of electromagnets 10 and 11 includes a coil portion and a magnetic core portion, both portions being formed about guide axle member 7 in a bobbin form and surfaces thereof being faced against movable element 6, each of the pair of electromagnets 10 or 11 on which movable element 6 is attracted and moved is constituted by an electromagnet unit defined in the claims, the engine lubricating oil is circulated in housing 100 shown in Fig. 1A, an electromagnetically operable engine valve assembly includes the control apparatus described above, and engine valve body 3 shown in Fig. 1A indicates the neutral position.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Valve Device For Special Equipments (AREA)
  • Magnetically Actuated Valves (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP01113427A 2000-06-06 2001-06-01 Apparatus and method for controlling electromagnetically operable engine valve assembly Expired - Lifetime EP1162349B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2000169108 2000-06-06
JP2000169108A JP3617414B2 (ja) 2000-06-06 2000-06-06 電磁駆動弁の制御装置

Publications (3)

Publication Number Publication Date
EP1162349A2 EP1162349A2 (en) 2001-12-12
EP1162349A3 EP1162349A3 (en) 2003-05-14
EP1162349B1 true EP1162349B1 (en) 2006-06-07

Family

ID=18672016

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01113427A Expired - Lifetime EP1162349B1 (en) 2000-06-06 2001-06-01 Apparatus and method for controlling electromagnetically operable engine valve assembly

Country Status (4)

Country Link
US (1) US6494172B2 (ja)
EP (1) EP1162349B1 (ja)
JP (1) JP3617414B2 (ja)
DE (1) DE60120274T2 (ja)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2828186A1 (fr) * 2001-08-06 2003-02-07 Memscap Composant microelectromecanique
JP2003065461A (ja) * 2001-08-24 2003-03-05 Toyota Motor Corp 電磁駆動弁の制御装置
DE10148403A1 (de) * 2001-09-29 2003-04-17 Fev Motorentech Gmbh Verfahren zur Steuerung eines elektromagnetischen Ventiltriebs durch Änderung der Stromrichtung bei der Bestromung der Elektromagneten
JP4092917B2 (ja) * 2002-01-21 2008-05-28 トヨタ自動車株式会社 内燃機関の電磁駆動弁制御装置
US6997146B2 (en) * 2002-05-22 2006-02-14 Toyota Jidosha Kabushiki Kaisha Start control method and apparatus for solenoid-operated valves of internal combustion engine
US6698408B2 (en) * 2002-07-10 2004-03-02 Eaton Corporation Position control strategy EGR valve actuator
JP3864874B2 (ja) 2002-08-26 2007-01-10 トヨタ自動車株式会社 電磁弁制御装置
FR2906593B1 (fr) 2006-10-03 2008-12-05 Valeo Sys Controle Moteur Sas Dispositif et procede de commande d'une soupape avec controle de l'energie consommable.
US8056541B1 (en) * 2010-06-22 2011-11-15 DONICK ENGINES, Inc. Internal combustion engine having an electric solenoid poppet valve and air/fuel injector
DE102011075521B4 (de) * 2011-05-09 2013-01-31 Continental Automotive Gmbh Verfahren zum Erkennen eines Schließzeitpunktes eines einen Spulenantrieb aufweisenden Ventils und Ventil

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3307070C2 (de) 1983-03-01 1985-11-28 FEV Forschungsgesellschaft für Energietechnik und Verbrennungsmotoren mbH, 5100 Aachen Stelleinrichtung für ein zwischen zwei Endstellungen verstellbares Schaltelement
US5350153A (en) * 1992-10-05 1994-09-27 Aura Systems, Inc. Core design for electromagnetically actuated valve
JP3683300B2 (ja) * 1995-01-27 2005-08-17 本田技研工業株式会社 内燃機関の制御装置
JPH09195736A (ja) 1996-01-22 1997-07-29 Toyota Motor Corp 電磁式弁の作動方法
JP3548667B2 (ja) 1997-04-18 2004-07-28 トヨタ自動車株式会社 内燃機関の電磁駆動弁
DE19733142C2 (de) * 1997-07-31 2001-11-29 Fev Motorentech Gmbh Verfahren zur Einleitung der Bewegung eines über einen elektromagnetischen Aktuator betätigten Gaswechselventils
DE19736137C1 (de) * 1997-08-20 1998-10-01 Daimler Benz Ag Verfahren zum Starten eines Verbrennungsmotors
DE19739840C2 (de) * 1997-09-11 2002-11-28 Daimler Chrysler Ag Verfahren zur Steuerung einer elektromagnetisch betätigbaren Stellvorrichtung, insbesondere eines Ventils für Brennkraftmaschinen
EP0992658B1 (fr) * 1998-10-06 2003-05-21 Johnson Controls Automotive Electronics Actionneur électromagnétique de soupape
JP3686761B2 (ja) 1998-12-04 2005-08-24 株式会社フジキン 水分発生用反応炉
DE19922971A1 (de) * 1999-05-19 2000-11-23 Fev Motorentech Gmbh Verfahren zur Inbetriebnahme eines elektromagnetischen Aktuators zur Betätigung eines Gaswechselventils an einer Kolbenbrennkraftmaschine
US6269784B1 (en) * 2000-04-26 2001-08-07 Visteon Global Technologies, Inc. Electrically actuable engine valve providing position output

Also Published As

Publication number Publication date
DE60120274D1 (de) 2006-07-20
JP2001349461A (ja) 2001-12-21
JP3617414B2 (ja) 2005-02-02
US6494172B2 (en) 2002-12-17
DE60120274T2 (de) 2006-10-19
US20010047780A1 (en) 2001-12-06
EP1162349A3 (en) 2003-05-14
EP1162349A2 (en) 2001-12-12

Similar Documents

Publication Publication Date Title
US6158715A (en) Method and arrangement for the electromagnetic control of a valve
US6196172B1 (en) Method for controlling the movement of an armature of an electromagnetic actuator
EP1076163B1 (en) Method and apparatus for controlling an electromagnetically operated engine valve to initial condition before engine startup
JP2001515984A (ja) 電磁操作される調整操作装置および該調整操作装置の作動方法
EP1162349B1 (en) Apparatus and method for controlling electromagnetically operable engine valve assembly
EP1167725B1 (en) Engine valve drive control apparatus and method
EP2108789B1 (en) Engine valve drive control apparatus and method
JPH10144522A (ja) アーマチュア運動中コイル電流を加減して電磁式アクチュエータを操作する方法
US6427971B1 (en) System for controlling electromagnetically actuated valve
US6729277B2 (en) Electromagnetic valve controller
US6549390B1 (en) Actuator controller
US6497205B2 (en) Valve control system for electromagnetic valve
US6690563B2 (en) Electromagnetic actuator controller
US6674629B2 (en) Controller for controlling an electromagnetic actuator
EP1312775A2 (en) Electromagnetic valve actuators
US6412456B2 (en) Control system of electromagnetically operated valve
JP2002309973A (ja) 内燃機関の電磁式弁駆動装置
JP2000008894A (ja) 電磁駆動バルブの制御装置
JP2001221360A (ja) 電磁駆動弁の制御装置
JP2002256907A (ja) 内燃機関の電磁式弁駆動装置
JP2002054759A (ja) 電磁駆動弁の制御装置
JP2000045733A (ja) 電磁駆動弁の電流制御装置
JP2001015329A (ja) 電磁駆動弁のバルブクリアランス推定装置
JP2001159332A (ja) 電磁駆動弁の制御装置
JP2002276396A (ja) 電磁駆動吸排気弁の着座速度制御装置

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20010601

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

AX Request for extension of the european patent

Free format text: AL;LT;LV;MK;RO;SI

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

AX Request for extension of the european patent

Extension state: AL LT LV MK RO SI

17Q First examination report despatched

Effective date: 20031118

AKX Designation fees paid

Designated state(s): DE FR GB

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REF Corresponds to:

Ref document number: 60120274

Country of ref document: DE

Date of ref document: 20060720

Kind code of ref document: P

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20070308

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20140528

Year of fee payment: 14

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20140528

Year of fee payment: 14

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20140609

Year of fee payment: 14

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 60120274

Country of ref document: DE

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20150601

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20160229

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150601

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20160101

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150630